End wall for railway cars



April 26, 1949. A G, DEAN END WALL FOR RAILWAY CARSv Filed Oct. 24, 1947 MNM 4 mm VD m WQ! fr Ln. n A@ m m Y .B

GEIQ@ A TTORNE Y Patented Apr. 26, 1949 END WALL FOR RAILWAY CARS Albert G. Dean, Narberth, Pa., assigner to The Budd Company, Philadelphia, Pa., a corporation of Pennsylvania Application October 24, 1947, Serial No. 782,005

9 Claims.

The invention relates to a railway car and especially to an end wall construction for such a car. Still more specifically, the invention relates to the construction of the collision posts connected with the end wall and to an upper brace or structure interconnecting such posts.

The invention is related to applicants copending application Serial No. 619,824, filed October 2, 1945, for Railway car end.

An object of the invention is to provide an end wall construction which is simple and strong and which, in addition to its regular function of stress transmission, fulfills other functions which ordinarily are either absent or fulfilled by additional structural members.

Another object of the invention is to provide a construction in which water collecting on the roof is efficiently discharged by simple means so that it is kept away from most of the equipment arranged on the outside of the car ends and so that persons standing on a station platform next to the train will not be splashed with water, is often the case with previous constructions.

A further object oi the invention is to provide a combination of means associated with the collision posts which permit the attachment of lifting means for the car and which eiciently transmit the weight of the car over large areas of the adjacent body structure.

With the aforesaid main objects in View, the invention consists in the construction and arrangement of different parts of a railway car, as illustrated in the attached drawing and described hereinafter. However, it should be understood that the drawing merely illustrates an embodiment of the invention and that the invention is not restricted to every illustrated detail.

In the drawing:

Figure l is an elevation of the end wall of a railway car;

Figure 2 is a fragmentary section through the upper central portion of the end wall and the adjoining margin of the roof along line 2-2 of Figure 1;

Figure 3 is an underside view of one end of the cross brace interconnecting the collision posts and a section through one of said posts and the adjoining part of the end wall, the View and section being taken along line 3--3 of Figure l;

Figure 4 is a fragmentary section along line 4--4 of Figures 1 and 3 showing the meeting point between cross brace and one collision post; Figure 5 is a fragmentary transverse section along line 5-5 of Figure 1 through the upper part ofthe end wall and the adjoining roof showing the upper part of one of the collision posts in side elevation; and

Figure 6 is a fragmentary section along line 6--6 of Figure 5.

In the illustrated construction, an end wall panel I0 has its margins secured to a bottom end sill II of the underframe, the end posts I2 of the side walls, and the end margin of the roof I3, which latter has transversely spaced hat section purlines I4 and longitudinally corrugated sheeting I5. The end wall panel surrounds at top and sides a central passage opening I6, which opening is flanked at the sides by collision posts I1 and reinforced at the top by a cross member I8. The end wall panel may be further reinforced by braces on its inside and/or outside, as is quite customary.

The collision posts I'I, presenting hollow-section reinforcing structures, extend over the full height of the end wall and over most of the height of the bottom end sill. The posts I'I have hat cross section, each comprising an outer wall I9, an inner side Wall 20, an end wall 2| and lateral flanges 22, the latter serving for the overlapping structural connection with the end wall panel III and the bottom end sill II. The posts have their lower ends open at 23 (see fragmentary section at lower end of right post in Figure l).

The cross member I8 interconnecting the collision posts I1 above the passage opening I5 is arranged a short distance below the upper margin of the end wall. This brace presents a closed box section formed by the adjoining part of the end wall panel I0, an upper channel section 24, inverted channel section 25 and a vertical web 26. The side walls of the channel sections 24 and 25 are overlappingly secured, as by spot welding, to the panel ID and. the web 26. In end view (Figure l), the cross brace has triangular form so that the bottom of the channel section 24 slopes from the middle toward the collision posts.

Located in the interior of the cross brace I8 and secured to the brace is a sleeve 21 for a coil spring. This spring is part of the diaphragm construction for enclosing the passage between adjacent cars. Neither the spring nor the diaphragm is illustrated.

The ends of the cross brace channel 24 are structurally and water-tightly connected with the inner walls 2l) of the collision posts. The walls 20 are provided with openings 2t which extend from the adjoining' end of the bottom wall of channel member 24 a short distance upwardly.

The sloping bottom wall of channel section 24 directs water entering this channel toward the collision posts I1 where it enters the interior of the posts through the openings 28 and is discharged through the bottom openings 23. In other words, the cross brace presents a trough structure and the collision posts serve as drain pipes for water collected by the cross brace so that such water cannot spill over persons standing close to the car and will not run over the full height of the side walls damaging or making inoperative, especially in freezing weather, the equipment supported by the end wall.

The roof sheeting I terminatesV lat thev end..

wall panel ID and is secured toa marginal re inforcement 29 thereof. The purlines I4, however, extend in part beyond the end wall panely II). These purlines I4 are hat sectional having a top wall 3B, side walls 3| and anges 32; The anges 32 end `at the end wall panel I0 and the reinforcement: 2-9I but; are. cut off` from the portions of the walls 3D, 3l projecting therebeyond. The purlines t4.. are arranged in vertical planes with the respective collision posts I-T so thaty the projecting parts ofI the; pui-line walls 30, 3 I close the open ends of the Posts to which they are weldedt The side walls le, 20 of the posts have their upper ends cut out at 3,3A and the: lower portions of the purl-ine walls. 3 .IY hayoregistering cut-outs in,` the` region of overlap with the posts so. that large openings are provided. Arranged inthe interior of the overlapping ends of each post and perline isl an annular member 34 which prei--` erably consists of a casting or forging. This re inforcement 34 may project inwardly beyond the margins of the cut-out 33 in the postsv and; the. purlines to which it is secured by arc or gas welding or other appropriate means.

The upper openings 33 in the posts, together with the `annular reinforcing members 34; present ears permitting the convenient attachment ofa hoist when the vehicle body is to be lifted from one place to another during its; manufac ture, when it is` to be lifted later on and again put on its supporting trucks,` or when it has to be lifted' in the case of a derailment.

Water collec-ting on the middle portion of the roof will be confined by the purlines and forced to flow over the end of, the central' roof sheeting onto the cross brace Iii whence it is discharged as` described hereinbefore.

On account, of the arrangement of the cross brace lower than the lifting ears^ the latterv do not participate in the discharge of the water while the arrangement of the ears in combina.- tiorr with the collision posts and the purlines eiectively,l transmits the-'weight over large areas of` end wal'l and roof as well as. into the underlfaime.

The illustrated structure consists mostlyV of Siheet vrnetal parts and preferably# of Stainless Steel or other non-corrosive metal so that the ques-1 tion of corrosion ofvv the interior of the. posts need; notv be considered;

Connection between the parte iS. made prefere.- bly by overlapped spot welding.

Protection is: sought forthe;v invention as cov ered by the spirit and the, language of the attached claims.

What isclaimed is:

if. In, a, railway car, an` end wall, hollow-.section reinforcing structures extendingvertically across Said wall on both. sidesrv of;V the middle, thereof, atrougn structure extending between said. rein-.-a

forcing structures in the upper region of and adjoining said wall, an opening in at least one of the reinforcing structures communicating with said trough structure, said last-mentioned reinforcing structure having another opening at its lower end thereby serving as drain pipe for water collected by said trough structure.

2'. In a railway car, an end wall, a hollowsection elongated reinforcement secured to and extending vertically across said wall, Ia trough structure extending from and transversely to said reinforcement in the upper region of said end Wall, an opening in one side of said reinforcement communicating with said trough structure, said reinforcement having another opening at its lower end so that it serves as drain pipe for water collected by said trough structure.

3. In a railway car, an end wall having its lateral and top margins connected with the car side walls and roof, a pair of collision posts struc turally connected to and flanking a passage opening in; said wall, a transverse brace above said opening bridging the space between said posts and structurally connected with them and with said wall, said brace forming with said wall a. closed box section and having its top formed as a channel, the bottom of said channel sloping at least toward; one of said posts, which post at the meeting point with saidl bottom is; provided with.y an opening, said last-named post having another opening at its lower end so that the topv of said brace and the last-named. post con- -st'itute a drainage. structure.

4. In an end wall; for railway cars, a pair of hollow section collision posts flanking a passage opening in the wall, said post-s having an opening at their lower ends andanother opening near their upper ends in the wall facing the other post, a Itrough structure having. a bottom sloping from a point between said` posts, saidbrace interconnecting the posts andv having the ends of said bottom at the level of the lower margin of the respective other opening so as to direct rain water collecti-ng in the trough structure into the interior ot the posts whence it is discharged through said inst-named'l openings.

5. In an end. wall for railway oars, a. pair` of hollow-section collision postsflanking a passage opening in the wall, each of vsaid posts having'` a first opening at its lower end and a second` opening near its upper end in the wall facing the other` post,A a trough structure having a bottom sloping from a point betweenV said posts inter'- connecting the posts and having the ends of the'. bottom at the level ofthe lower marginsV of said other openingsv soas tol direct rain water col-.- lecting in the trough structure into the interior of the posts whence it is discharged through said, inst-named openings, said troughy structure forming with said wall, with a horizontal web and with a vertical web-a triangular box sectional brace between said postsfandyserving for the support of; a diaphragm suspension spring.

6. End w-all for railway cars having a pair of transversely spaced vertical collision posts, lifti-ngears form-ed at thefu-pper ends of saidv posts said posts belowthe ears presenti-ng box sec.` tions' open at theirv lower ends, a cross member interconnecting? said posts below said ears and forming a drainf trough, openings in said posts at the level of the ends of the trough so as to let; water collected by the` trough run into the interior of the posts whence it is discharged through; the loweropen.- ends'.

7. End-wallffor railway cars having.. a pair ot transversely spaced Vertical collision posts, lifting ears formed at the upper ends of said posts, a cross member interconnecting said posts below -said ears and forming a drain trough, openings in said posts at the level of the ends of the trough for the discharge of water collecting in the trough.

3. In a railway car, an end wall, a hollowsection elongated reinforcement secured to and extending vertically across said wall, a trough structure extending from and transversely to said reinforcement in the upper region but spaced from the upper margin of said end wall, an opening in one side of said reinforcement communicating with said trough structure, said reinforcement having another opening at its lower end so that it serves as drain pipe for Water collected by said trough structure, further openings at the upper end of said reinforcement, an annular member in the interior of the upper end of the reinforcement having its opening in registry with said further openings and being structurally connected to the reinforcement so as to present an ear for lifting the car.

9. In a railway car, an end Wall, a pair of hollow-section collision posts secured to the outside of said Wall, a roof having its one end margin secured to the top margin of said Wall, a pair of hollow-section purlines forming part of said roof and each one of them being lined up with and adjoining one of said posts, the Walls of said posts, which extend in the longitudinal direction of the car, having openings in their ends adjoining the purlines, a reinforcing member in each of said posts surrounding said openings and projecting inwardly beyond the margins of the openings into said post and purline to which it is structurally connected to serve as ears for lifting the car, the weight of the car when lifted by the ears being transferred from the ears to the posts and purlines and thence distributed in-to the end Wall and roof.

ALBERT G. DEAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,243,932 Gunn et al Oct. 23, 1917 2,257,084 Dean Sept. 23, 1941 

